Vehicle tire deflation device

ABSTRACT

A vehicle tire deflation device includes a housing structure, a core structure, a plurality of spikes, a first end cap and a second end cap. The housing structure includes a first end and a second end. The core structure resides within the housing structure. The plurality of spikes is maintained by the core structure and positioned in a predetermined orientation. The predetermined orientation positions the spikes to penetrate a tire when a vehicle travels over the vehicle tire deflation device. Each end cap selectively attaches to the respective ends of the housing structure. Each end cap defines an opening and comprises an outer wall. Each of the openings communicates with the interior of the device so as to permit air to pass from the interior to the exterior of the device. Methods of using a vehicle tire deflation device are also described.

CROSS REFERENCE TO RELATED APPLICATION

This application claims the priority benefit of U.S. Provisional Patent Application Ser. No. 61/753,656, “Vehicle Tire Deflation Device,” filed Jan. 17, 2013, which is hereby expressly incorporated by reference herein in its entirety.

TECHNICAL FIELD

The present disclosure generally relates to vehicle tire deflation devices, particularly to such devices employed by law enforcement to deflate the tires of a vehicle.

BACKGROUND

Conventional tire deflation devices are used by law enforcement to prevent or end vehicle chases. Once deployed on road surfaces, a device which comes into contact with a vehicle's tires can deploy spikes, thereby deflating the tires. However, it has been observed that such conventional devices may fail to properly deploy such spikes due to insufficient collapse of the device or movement of device when contacted by the targeted vehicle. Accordingly, it is desirable to provide improved vehicle tire deflation devices.

SUMMARY

In accordance with one example, a vehicle tire deflation device includes a housing structure, a core structure, a plurality of spikes, a first end cap and a second end cap. The housing structure includes a first end and a second end. The core structure resides within the housing structure. The plurality of spikes is maintained by the core structure and positioned in a predetermined orientation. The predetermined orientation positions the spikes to penetrate a tire when a vehicle travels over the vehicle tire deflation device. Each end cap selectively attaches to the respective ends of the housing structure. Each end cap defines an opening and comprises an outer wall. Each of the openings communicates with the interior of the device so as to permit air to pass from the interior to the exterior of the device. The outer wall of each end cap comprises a plurality of grip members.

In accordance with one example, a vehicle tire deflation device includes a housing structure, a core structure, a plurality of spikes, a first end cap and a second end cap. The housing structure includes a first end and a second end. The core structure resides within the housing structure. The plurality of spikes is maintained by the core structure and positioned in a predetermined orientation. The predetermined orientation positions the spikes to penetrate a tire when a vehicle travels over the vehicle tire deflation device. Each end cap selectively attaches to the respective ends of the housing structure. Each end cap defines an opening and comprises an outer wall. Each of the openings communicates with the interior of the device so as to permit air to pass from the interior to the exterior of the device. Each of the housing structure, core structure, and end caps is formed from a collapsible material. The collapsible material is sufficiently malleable such that each of the housing structure, core structure and end caps are configured to collapse as a vehicle travels over the vehicle tire deflation device.

In accordance with one example, a method of using a vehicle tire deflation device is provided. The method includes deploying the vehicle tire deflation device onto a road, contacting a tire of a desired vehicle with the vehicle tire deflation device, puncturing the tire of the desired vehicle, and stopping the desired vehicle. The vehicle tire deflation device includes a housing structure, a core structure, a plurality of spikes, a first end cap and a second end cap. The housing structure includes a first end and a second end. The core structure resides within the housing structure. The plurality of spikes is maintained by the core structure and positioned in a predetermined orientation. The predetermined orientation positions the spikes to penetrate a tire when a vehicle travels over the vehicle tire deflation device. Each end cap selectively attaches to the respective ends of the housing structure. Each end cap defines an opening and comprises an outer wall. Each of the openings communicates with the interior of the device so as to permit air to pass from the interior to the exterior of the device. Each of the housing structure, core structure, and end caps is formed from a collapsible material. The collapsible material is sufficiently malleable such that each of the housing structure, core structure and end caps are configured to collapse as a vehicle travels over the vehicle tire deflation device.

While the specification concludes with claims particularly pointing out and distinctly claiming the subject matter that is regarded as the present invention, it is believed that the invention will be more fully understood from the following description.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a partially cut-away elevational view of an example of a vehicle tire deflation device.

FIG. 2 is a side elevational view of the tire deflation device of FIG. 1, with the end cap removed.

FIG. 3 is a prospective view of a vehicle tire deflation device having an end cap.

FIG. 4 is an enlarged view of the end cap shown in FIG. 3.

FIG. 5 is a perspective view of an example of a vehicle tire deflation device.

FIG. 6 is a partial exploded view of FIG. 5 illustrating partial removal of a housing.

FIG. 7 is a partial exploded view of FIG. 6 illustrating removal of a housing to depict a core structure.

FIG. 8 is an exploded view of the core structure of FIG. 7, further illustrating spike subassemblies.

DETAILED DESCRIPTION

Tire deflation devices are being placed in greater use by the law enforcement community. Such conventional devices typically include a base and a plurality of tire deflating spikes or quills removably secured to the base. When a tire of a vehicle pursued by law enforcement rolls over such a device, spikes or quills can be embedded in the tire and pulled free from the base. Such spikes or quills cause the tire to deflate, thus immobilizing the vehicle and the fleeing suspect. The quills may be hollow to accelerate deflation of the tires. Such tire deflation devices are disclosed in U.S. Pat. Nos. 5,330,285, 5,452,962, 5,820,293, and 6,155,745, each of which is hereby incorporated by reference herein as if fully set forth in their entirety.

One disadvantage of tire deflation devices of the type described above is construction of the end caps. Such end caps can prevent deployment of the deflation device during use. It would therefore be desirable to provide a more effective vehicle tire deflation device having improved end caps.

Referring now to the drawings, FIG. 1 illustrates one representative example of a vehicle tire deflation device 100 in a partially cut-away view so that details regarding the positioning of spikes 133 can be easily discerned. In one example, the vehicle tire deflation device 100 can have a triangular cross-sectional shape and can have a desired length (e.g., about three feet long). The desired length can be sufficient to cover a significant portion of a road surface, and will also allow the tire deflation device 100 to easily fit inside the trunk space of a standard vehicle (e.g., police car). For example, multiple such tire deflation devices 100 could easily be stored in the trunk of a police vehicle to be available to an officer when needed. These devices could be placed across a road surface (e.g., along a common axis) so as to cover a majority of a particular lane when deployed. It will be appreciated that a substantial portion of a road would need to be traversed to increase the likelihood that a fleeing vehicle makes contact with the vehicle tire deflation device 100.

In one example, the tire deflation device 100 can have a triangular shape which can be symmetrical, both in its outer dimensions, and its inner components, such that a three-piece spike subassembly 132, described herein and shown in FIGS. 1-2, can be positioned parallel to each of panels 102, 104, and 106 which can form the outer surfaces of a housing of the tire deflation device 100. Since the vehicle tire deflation device 100 shown in FIGS. 1 and 2 can be symmetrical (e.g., triangular shape), it can be placed upon a road surface in any of the six possible orientations (i.e., on any one of its panels 102, 104, or 106, and in either direction) and can be equally effective in puncturing the tires of a vehicle passing thereover from either direction. Panels (102, 104, and 106) can form a collapsible housing. Such panels can be formed of a variety of suitable materials, including for example, polypropylene, polyethylene, laminated paper board, butyrate plastic, or any other suitable material which will be sufficiently malleable and collapse when subjected to the weight of a vehicle when run over. The first panel, generally designated by the numeral 102, can be positioned at an angle of about 60° from the second panel (designated by the numeral 104), which in turn can be positioned at about 60° from the third panel (designated by the numeral 106). In certain examples, panels can have a thickness of about 0.01 inch to about 0.05 inch; in certain examples of about 0.02 inch to about 0.03 inch; and in certain examples a thickness of about 0.025 inch. The panels (102, 104, and 106) can be attached to each other using a variety of suitable fastening techniques. For example, in one example, each of the panels 102, 104, 106 can be held in place with respect to one another by an adhesive material (e.g., tape). These strips of adhesive material (not shown) can each run parallel to the longitudinal axis of the tire deflation device 100, and run the entire length of the device 100. Such that in one example, a weather seal can be formed by the combination of the adhesive materials and the material (e.g., laminated film) used to form each of the panels 102, 104, and 106. In another example, panels to form the housing can be formed as a unitary structure such that each respective panel is integrally attached to the other panels. Such a unitary structure can be formed by forming a mold of the housing with each of the respective panels.

In certain examples once the housing is formed, a core structure 120 (as generally shown in FIG. 2) can be placed inside the housing of the tire deflation device 100, and can be used to maintain the three-piece spike subassemblies 132 in a proper and predetermined orientation, for example, as generally shown in FIG. 1. The core structure 120 can be formed from any suitable collapsible materials, including for example, Styrofoam®. In one example, each of the spike subassemblies 132 can be positioned apart from one another by a distance of about one-half (½) inch along the longitudinal axis of the vehicle tire deflation device 100. As FIG. 1 depicts, the spike subassemblies 132 can include in spikes 133 in groups of three, one spike 133 pointing in each of the three possible directions for each group. Each of these groups of spikes 133 can be separated along the core structure 120 at desired intervals, each interval having a distance of approximately three inches. Such an arrangement provides a sufficient number of spike subassemblies to be available to puncture a tire crossing a tire deflation device without having to place spike subassemblies at each of the designated intervals, thereby reducing the amount of spike subassemblies needed and thus reducing the cost of a tire deflation device.

As illustrated in FIGS. 1 and 2, each spike 133 of a spike subassembly 132 can include a first spike tip 134, a spike quill 136, and a second spike tip 138 (which can be substantially identical to the first spike tip 134). In one example, spike subassemblies 132 can be designed to; first, penetrate the surface of a tire by use of one spike tip 134 or 138, after which time the spike quill 136 becomes embedded in the tread, casing and/or belts of the tire. As the tire passes over spike subassembly 132, the bottom tip of the other spike tip 134 or 138 can fall free from the tire because it can easily slide out from the spike quill 136. Once the remaining portions of spike subassembly 132 are rotated to the top of the tire (by the inherent rotation of the tire as it passes over the tire deflation device 100), the upper spike tip 134 or 138 can similarly fall free from the spike quill 136, thereby falling into the interior spaces of the tire. Since spike quill 136 can be hollow, now that it is embedded in the tread, casing and/or belts of the tire, it can allow the air inside the tire to leak outside due to the pressurization of the interior chamber of the tire. The depressurization of the tire is controlled to the extent that the tire does not blow out, thereby allowing the driver of the vehicle to fairly easily control the direction of the vehicle while the tire is losing air. The spike tips 134 and 138 and spike quill 136 can be made of steel, or any other suitable material that can be used to penetrate a tire. It will be appreciated that other spike assemblies (having different configurations) could be utilized in a tire device as described herein.

It will be appreciated that various subassemblies can be utilized in forming a tire deflation device. Other suitable designs are described in U.S. Pat. No. 5,452,962, and hereby incorporated by reference herein as if fully set forth in its entirety.

The vehicle tire deflation device 100 can also include a pair of collapsible end caps 140. The end caps 140, as shown in FIG. 1, can be collapsible to prevent a vehicle tire from “ramping over” an otherwise rigid cap and thereby avoiding the spikes 133. In one example, the end caps 140 can be removably secured to each opposed end of the tire deflation device 100. However, it will be appreciated that the end caps 140 can be selectively attached to a tire deflation device using a variety of techniques. In one example, outer surfaces of the end cap 140 can be laminated so as to protect the end cap 140 from weather conditions. The end cap 140 can be formed a variety of materials, including for example, polypropylene, polyethylene, paper board, butyrate plastic, or any other suitable material that permits sufficient collapse when the end cap is subjected to the weight of a vehicle.

FIGS. 3 and 4 illustrate another example of an end cap 240. End cap 240 can have a generally triangular shape and include a rear flange 250 configured to removably secure the end cap 240 to one end of a housing 201 of a tire deflation device 200. An outer wall 252 of the end cap 240 can include outwardly projecting serrated grips 254. Such grips 254 can provide increased interaction (e.g., increased traction) with a road surface during deployment of the tire deflation device 200, thereby substantially preventing the tire deflation device 200 from moving or shifting once deployed and placed in contact with a tire of a desired vehicle. The end cap 240 can be formed of a variety of materials, including polyethylene (e.g., low density polyethylene) or polypropylene. In certain examples, the materials forming the end cap 240 can be sufficiently malleable providing greater ease in securing the end cap 240 to a housing 201 of a tire deflation device 200.

In one example, as shown in FIG. 4, an opening (e.g., “SS” designation 256) in the end cap 240 can assist in facilitating the expulsion of air upon use of the vehicle tire deflation device 200. Once crushed, any air residing within an interior of the housing 201 of the tire deflation device 200 can escape through the opening improving the collapsibility of the vehicle tire deflation device 200, thus improving the overall operation and deployment of the tire deflation device 200. Without such a mechanism to release air residing within the tire deflation device, the housing 201 may not sufficiently collapse to permit quills (not shown) to properly extend and provide the means by which to deflate the tires on a desired vehicle. It will be appreciated that such openings can be design to have a variety of suitable shapes and configurations.

FIGS. 5-8 illustrate another example of a tire deflation device 300. The tire deflation device 300 can include a label 360 on at least one portion of the device 300, such as a housing 301 (as shown in FIG. 6). This label 360 can include certain indicia that can include warnings, advertisements or other suitable indicia (e.g., “Stop Stick”). As further shown in FIG. 6, the housing 301 can include an inner portion 370 and an outer portion 380. Inner and outer portions 370, 380 can be formed of a variety of suitable materials, including for example, polypropylene, polyethylene, laminated paper board, butyrate plastic, or any other suitable material which will be sufficiently malleable and collapse when subjected to the weight of a vehicle when run over.

The outer portion 380 can include a unitary structure that is configured to pass over and substantially cover the inner portion 370. End caps 340 can be attached to the housing 301 via an intermediary device 346. As illustrated in FIG. 7, the inner portion 370 can include panels 302, 304 and 306 which can be in contact with a core structure 320. Each of the panels 302, 304, 306 can be held in place with respect to one another by an adhesive material (e.g., tape). These strips of adhesive material (e.g., 345) can each run parallel to the longitudinal axis of the tire deflation device 300, and run the entire length of the tire deflation device 300. Such that in one example, a weather seal can be formed by the combination of the adhesive materials and the laminated film of each of the panels 302, 304, and 306. The panels (302, 304, 306) can further be held in place with the attachment of intermediary device 346. Finally, as depicted in FIG. 8, the core structure 320 can be used to hold a three-piece spike subassembly 332 in a proper orientation, similar to that as shown in FIG. 1. The core structure 320 can be formed from any suitable collapsible materials, including for example, Styrofoam®. Each spike 333 of a spike subassembly 332 can include a first spike tip 334, a spike quill 336, and a second spike tip 338 (which can be substantially identical to the first spike tip 334). The spike subassembly 332 can be loaded into and maintained in the core structure 320 and operate in a similar manner as previously described herein.

Those skilled in the art will readily recognize numerous adaptations and modifications which can be made to the present disclosure which will result in an improved vehicle tire deflation device, yet all of which will fall within the spirit and scope of the present disclosure as set forth in the following claims. For example, a tire deflation device can be utilized to deflate the tires of a fleeing vehicle, as well as placed behind the tires of a stationary vehicle to prevent the stationary vehicle from being employed as an escape vehicle during, for example, the serving of a felony arrest warrant or drug raid. For use in deflating the tires of fleeing vehicles, in certain examples a vehicle tire deflation device can be configured to include cartridges which include only 1 quill each, and 7-10 cartridges per base. For use in placing behind the tires of a stationary vehicle, a tire deflation device can be configured with cartridges which include two quills each, and 1 cartridge per base.

The dimensions and values disclosed herein are not to be understood as being strictly limited to the exact numerical values recited. Instead, unless otherwise specified, each such dimension is intended to mean both the recited value and a functionally equivalent range surrounding that value. For example, a dimension disclosed as “40 mm” is intended to mean “about 40 mm.”

Every document cited herein, including any cross-referenced or related patent or application, is hereby incorporated herein by reference in its entirety unless expressly excluded or otherwise limited. The citation of any document is not an admission that it is prior art with respect to any invention disclosed or claimed herein or that it alone, or in any combination with any other reference or references, teaches, suggests, or discloses any such invention. Further, to the extent that any meaning or definition of a term in this document conflicts with any meaning or definition of the same term in a document incorporated by reference, the meaning or definition assigned to that term in the document shall govern.

The foregoing description of examples has been presented for purposes of illustration and description. It is not intended to be exhaustive or limiting to the forms described. Numerous modifications are possible in light of the above teachings. Some of those modifications have been discussed and others will be understood by those skilled in the art. The examples were chosen and described for illustration of various examples. The scope is, of course, not limited to the examples set forth herein, but can be employed in any number of applications and equivalent devices by those of ordinary skill in the art. Rather it is hereby intended the scope be defined by the claims appended hereto. 

What is claimed is:
 1. A vehicle tire deflation device comprising: a housing structure comprising a first end and a second end; a core structure residing within the housing structure; a plurality of spikes maintained by the core structure and positioned in a predetermined orientation, such that the predetermined orientation positions the spikes to penetrate a tire when a vehicle travels over the vehicle tire deflation device; and a first end cap and a second end cap, wherein each end cap selectively attaches to the respective ends of the housing structure and each end cap defines an opening and comprises an outer wall, wherein each of the openings communicates with the interior of the device so as to permit air to pass from the interior to the exterior of the device, wherein the outer wall of each end cap comprises a plurality of grip members.
 2. The vehicle tire deflation device according to claim 1, wherein each of the housing structure, core structure, and end caps is formed from a collapsible material, such that the collapsible material is sufficiently malleable such that each of the housing structure, core structure and end caps are configured to collapse as a vehicle travels over the vehicle tire deflation device.
 3. The vehicle tire deflation device according to claim 2, wherein the collapsible material used to form the housing structure and the end caps is the same.
 4. The vehicle tire deflation device according to claim 1, wherein the plurality of grip members are configured to contact a road surface.
 5. The vehicle tire deflation device according to claim 1, wherein the plurality of grip members are evenly distributed along the outer wall of each end cap.
 6. The vehicle tire deflation device according to claim 1, wherein the housing structure comprises a first panel, a second panel and a third panel.
 7. The vehicle tire deflation device according to claim 6, wherein one or more of the first panel, the second panel and the third panel comprises a warning indicia.
 8. The vehicle tire deflation device according to claim 6, wherein the predetermined orientation comprises having the spikes arranged along the planes forming the first panel, the second panel and the third panel, such that a portion of the spikes have an angular positioning relative to another portion of the spikes.
 9. The vehicle tire deflation device according to claim 1 having a triangular configuration.
 10. A vehicle disabling system comprising two or more vehicle tire deflation devices of claim
 1. 11. The vehicle disabling system of claim 10, wherein the two or more vehicle tire deflation devices being adjoined to one another along a common axis.
 12. A vehicle tire deflation device comprising: a housing structure comprising a first end and a second end; a core structure residing within the housing structure; a plurality of spikes maintained by the core structure and positioned in a predetermined orientation, such that the predetermined orientation positions the spikes to penetrate a tire when a vehicle travels over the vehicle tire deflation device; and a first end cap and a second end cap, wherein each end cap selectively attaches to the respective ends of the housing structure and each end cap defines an opening and comprises an outer wall, wherein each of the openings communicates with the interior of the device so as to permit air to pass from the interior to the exterior of the device; wherein each of the housing structure, core structure, and end caps is formed from a collapsible material, such that the collapsible material is sufficiently malleable such that each of the housing structure, core structure and end caps are configured to collapse as a vehicle travels over the vehicle tire deflation device.
 13. The vehicle tire deflation device according to claim 12, wherein the collapsible material used to form the housing structure and the end caps is the same.
 14. The vehicle tire deflation device according to claim 12, where each of the openings is configured to facilitate the expulsion of air upon impact with a vehicle to assist in the collapsibility of the vehicle tire deflation device.
 15. A method of using a vehicle tire deflation device, the method comprising: deploying a vehicle tire deflation device onto a road, the vehicle tire deflation device comprising: a housing structure comprising a first end and a second end; a core structure residing within the housing structure; a plurality of spikes maintained by the core structure and positioned in a predetermined orientation, such that the predetermined orientation positions the spikes to penetrate a tire when a vehicle travels over the vehicle tire deflation device; and a first end cap and a second end cap, wherein each end cap selectively attaches to the respective ends of the housing structure and each end cap defines an opening and comprises an outer wall, wherein each of the openings communicates with the interior of the device so as to permit air to pass from the interior to the exterior of the device; wherein each of the housing structure, core structure, and end caps is formed from a collapsible material, such that the collapsible material is sufficiently malleable such that each of the housing structure, core structure and end caps are configured to collapse as a vehicle travels over the vehicle tire deflation device; contacting a tire of a desired vehicle with the vehicle tire deflation device; puncturing the tire of the desired vehicle; and stopping the desired vehicle.
 16. The method according to claim 15, wherein the collapsible material used to form the housing structure and the end caps is the same.
 17. The method according to claim 15, wherein the outer wall of each end cap comprises a plurality of grip members configured to contact the surface of the road.
 18. The method according to claim 17, wherein the plurality of grip members substantially prevent the vehicle tire deflation device from moving when contacted by the tire of the desired vehicle.
 19. The method according to claim 15, wherein a plurality of vehicle tire deflation devices are deployed. 